Fluid-pressure-brake apparatus.



M. GORRINGTON. PLUID'PRBSSURE BRAKE APPARATUS. APPLICATION FILED APR. 1a, 1911.

1,037,445.- Patented Sept. 3, 1912 To all whom it may 6.0}206771: 1

STATES PAZlTENTOFFICE.

MunRAY ooBmNe'roN, or, NEWYORK, N. Y., ASSIGNOR, BY MnsNE ASSIGNMENTS, TO

THE WESTINGHOUSE AIR. BRAKE COMPANY,

CORPORATION Q1! PENNSYLVANIA.

rrr'rsnunen, PENNSYL ANIA, A

FLUID-PRESSURE-EBRAKE APPARATUS.

Be it known that 1, Monkey Connme'ron, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented new and useful Improvements in Fluid-Pressure- Brake Apparatus, of which the following is a specification.

My invention consists of improvements in fluid pressure brake apparatus and more particularly in the necessary valve mechanisms to be located in the engineers cab for controlling the brake operations on engine,

-.-tender and cars, and by means of which simplification and consolidation of parts and certain improved results are effected.

Referring to the drawings, Figure 1 isa vertical section, substantially on the line aJ-w of Fig. 2, through a valve mechanism illustrating the main features of my inven tion, which mechanism, as shown, consists of four sections bolted together with appro priate intervening gaskets; Fig. 2, is a plan of the rotary valve seat section 3 of Fig. 1; Fig. 3, is a plan of the rotary valve which operates on said seat; and Fig. 4, is a section of a valve device to be preferably employed in connection with the apparatus of Fig. 1.

Referring to Fig. 1, the valve mechanism consists of section 1 forming a base, a main section 2 in which are located the principal moving parts of the apparatus, a rotary valve seat section 3, and an upper cap section 4, these parts being held together by appropriatebolts with gaskets 5, 6 and 7 interposed, after the usual manner. The main section 2 contains a piston chamber 8 in which a piston 9 operates and which controls the movements of valves lO'and 11, the valve 10 moving with the piston while the valve 11 has a lost motion. The arrangement and movements of piston 9 and valves 10 and 11 with port 12 and cavity 13 in the latter are.

substantially like those of a plain triple valve. The piston 9 is held in the position shown by the stop 14 and spring 15, and it also operates 'the valve 16 which is normally seated by the light spring 17, when the piston moves downward from its normal position shown in the drawing. Said casing section also includes a cock 21 having cavities 22 and 23 in the key, and operating in a bushing 24 through which are the ports Specification of Letters Patent. I Patented Sept, 3, 1912.

Application filed April 13, 1211. Serial No. 620,893.

25,26, 27,28, and 29. In the in F ig. 1 the automatic train pipe is normally connected with the underside of piston 9 through ports 27, 23 and 28, the port 29 is closed, but it communicates with the upper side of piston 9 through the port 30 in the piston bushing. A passage 31 leads'from the piston chamber 8 above piston 9 to the bushing 24, thence around said bushing, shown in dotted lines, to the port 32 and communicates thence through ports 26, 22, 25, and passage 33 with the reservoir or chamber 34. A second cook 40 is located in the casing section 2 having this key operates in a bushing 43 which has ports 44,45, 46, and also 47, if desired. At the left hand side of said section in a vertical chamber are two pistons-'50 and 51' the former for operating the valve 52 and the position shown ports 41 and -12, the latter leading to the atmosphere through the center thereof, and

leading by passage 64 (Fig. 1) to the engine and tender brake cylinders, port 63 communicating with passage 62-64 through a reducin valve 631 and passage 632, as illustrate in dotted lines, a large port 65 leading to the automatic train pipe, feed port 66 leading also to the train pipe through a reducing valve device 67-438 (Fig. 1), ports 69 and 70 leading to the top of piston chamber 8, in the latter of which a lightly seated check valve'7l with a port through it maybe inserted, as shown, if desired, and also a port 72 leading down through the casing to the chamber above the check valve 48, as

'showri at 73 (Fig. 1), whence it communi cates by a passage 49 with piston chamber 81 of the apparatusshown in Fig. 4, as .pres-v ently explained.

Fig. 3, is a planbof the rotary valve 75 which operates on the seat of Fig. 2 and has a port 7 6 through it, a channel or cavity 77 y on its under face, and an exhaust cavity'78,

which consists-of a circular port in the;

' center and a nearly V shaped port at its outer edge on the surface of thevalve with a passage cored through the'body of the valve connecting these two ports on the valve face, as shown in dotted lines.

Fig. 1 consists of suitablecasing sections having apiston chamber 81 and piston 82 therein adapted to operate a supply valve 83, for admitting pressure from a supply connection 86 to the engine and tender brake cylinders through port 87. The chamber 81 above piston 82 is connected by any suitable means With'the passages 49 and 73 of Fig. 1.

The operation of the apparatus and: the

control of the brakes on engine, tender and" cars will now be readily understood, assuming that the cars areequipped with the regular automatic brake apparatus operated by means of triple valves.

1 Pressure from the main reservoir enters the valve mechanism in any suitable man on the line No.1'of Fig. 2, where ner, not necessary to beshown, and is present ,in the chamberab'ovethe rotary valve 75, and all the movements of said valveare controlled by the engineer through the op eration of the handle 90, tl1e movements of which are best understood by reference to Figs. 2 and 3. The rotary valve 75 of F igl 3 is to be placed on the valveseat 60 of 2 with the line marked handle? standing there are observed eight radiating lines to indicate the several positions .Nos. l-to 8, inclusive, into which said valveha'ndle isjto be moved.v In

' position No. 1 p'ort'TG in the valve stands 'over port in the valve seat through which handle'is moved tothe position' No. 3, the" normal position While running, when the port 7 6 stands over feed portGG, and pressure st-lll'flows to-the train pipe but through the reducing valve device 676 8, (Fig.1), the valve 67 and spring (58 being intended merely to indicate any suitable pressureredueing valve device for maintaining a reduced pressure in the train pipe. 111 position No. 3 cavity 77 in the valve pip'ep'ort 65 in c'omi'nimicat-ion with port 70,

i so that the piston 9 is kept between equalized pressures. \Vhcn the engineer desires to, apply the brakes on engine and tender only,

' "l e moves'the valve handle'to position No. 5',

when port-76 in the valve stands over port 5 63 and admits pressure through the reducing device 631 and thence by dotted line 632=and engineer moves (Fig. 1) i above pis chamber or reservoir 34;.

keeps train 64 to the brake cylinders. When the brakes are applied with. the desired: force, helinoyes the valve handle to position No. 6, lapping all ports. When he wishes to apply brakes on the cars, he moves the valve handle to position No. 7 in which the cavity 78 opens the port 69 to the atmosphere. This reduces,

the pressurein the reservoir'34t'and chamber 8 above piston 9, causing said piston to move upward (compressing the light spring.17),, first opening port 12in valve 11, and then causing said portto register with port 45, and 42 leading to the atmosphere, through which pressure from the train pipe and from the underside of piston 9 flows to the atmosphere until the pressure below said piston falls slightly below the pressure above said piston when the piston ,moves downward and the valve 10 closes port 12. This operation of the piston 9 and valves 10 and 11 is like that ofa triple valve excepting that train pipe air is vented to the atmosphere, and brakes are applied on the cars, The engineer by moving the valve handle between the positions No. 7. and No. 6 controls the amount of reduction of ressure from the reservoir 34 and the charm 'er above piston 9 in the same manner that he controls the reductions of pressure in the equalizing reservoir andpiston chamber with standard automatic brake valves, and thepiston ,9 ,and-' its'valvles operate essentially, as an equalizing piston and valve. In the em'ergenc y applieati'on the engineernioves the valve handleto po'sition No 8, when the cavity 78 in the valve connects train pipe port- 65' directly with exhaust 'port 6 l, thus effecting the emergency. operation of the triples on the cars in'the usual manner. Toelfect the release of the engine and tender brakesthe the valve handle to position No. 4, when the cavity 78' in the valve.con-

nects brake ylinder p0rt2 with exhaust the port 72', and hence piston chamber 81"of Fig. 4, (through passages 73, 49)-with the port 61. -VVhen the valve handle is turned to [position No. 2, port 76 in' the valve stands over feed port 66, and cavity 7 7 connects ports 65 and 70. In positions No. 3 and N0. 4- the 'e'xhaust'cavi'ty 7 8 in the valve connects atmosphere, while, in, position No.2, the 1 port-72 is closed. If the smallport, 4t7, be employed, the same provides for an equaliza- Qtion of pressures between the"chamber,81,

and I the engine brake cylinder "at all 1 times when the cook, 40, is in the normalposit'ion shown in" the drawing. and in position No.

of the brake valve, establish a communication from the'chamber, 81, and port, 19,;to't l ieport, satin-(1 through cavity. 78,;i "t rotary valvepto thefexhaust portflfi l p So long as'the' valve'mechanism herein'illu's trated and described is operating on the engine on which the engineer is controlling the dii he atm phe brake operations,he applies and releases the engine and tender brakes by What are equivalent to straight-air operations in all ordinary operations, and he operates the car brakes by the usual. automatic operations. If he desires to apply engine and car brakes in service at the same time he moves the valve handle to position No. 7 until the pressure above piston 9 is sufficiently reduced and then moves the handle to position No. 5 instead of No. 6, so that all brakes are being ap'plied together. 1

Position N o. 6 is a lap position both for automatic and straight-air operations when the automatic brakes are applied on the cars. When it is desired to apply on the engine and tender only and keep the train pipe charged and brakes released-on the cars, lprhe brake valve handle is turned to position 0. 5 long enough to admit the desired pressure to the brake cylinder, and then to position No. 2, which may be termed a straight air lap position, in which all exhaust outlets from the brake cylinder are closed while air under pressure is fed to the train pipe,

through' ports 76 and 66. In the emergency operation, whether caused by moving the brake valve handle to position No; 8 or by the rupture of the train pipe, the sudden reduction of pressure on the lower side of piston 9 caused the pressure above said pistonito move the same downward and by means of the pin 91 to open the valve 16 andadmit pressure through passage 160 into the chamber between pistons 50 and 51. The piston 50 moves upward unseat-ing valve 52 and venting pressure from ithe train pipe through port 57 and said valve to the atmosphere, and the piston 51 mov es downward unseating valve 54 and admitting pressure from the supply passage 58 past said valve, through the check valve 55, and thence by passage 56 to the brake cylinder passage .64.

When the engine equipped with this apparatus is to be employed as the second engine in double heading, the brake valve handle is turned to lap position, lapping all ports. The cock 21 is givena quarter turn to the right, as indicated by the arrow so that cavity 23 therein connects ports 28, 20 and 25 in the bushing, and cavity 22 connects ports 26 and 27. The cock 1D is given a quarter turn to the left, as indicated by the arrow, so that cavity {11 therein connects ports 44 and 45 in thebushing, port 47 s closed and ports 42 and 16 are placed in roi'nmunication. When the engineer on the forward engine charges the brake system on the cars, the train pipe pressure flows into the apparatus of Fig. 1 and through ports and. passages 27, 22, 26, 32, 31 into piston chamber 8 moving said piston and its valves into the position shown, and flows thence through ports and passages 30, 29, 23 and 28 to the undersidepf piston 9, and also through 25 and 33, mtochamber or reservoir 34., charging the same with pressure equal to that in the train pipe. W hen the. train pipe pressure is reduced to apply 19 into piston chamber 81 (Fig. 41), moving the piston 82 downward, opening valve 83 and admitting pressure from the supply passage 86 through port 87 to the engine and.

tender brake cylinders. Pressure then flows through RDIUSG valve 83 and port 87 until the pressure in the brake cylinders and on the lower side of piston 82 is substantially that on the upper side of said piston, when springs 84 and close the valve 83 and prevent further flow of pressure. The spring 85 may be omitted. The size of chamber 81 has substantially the same rela tion to that of chamber 3 1that a brake cylinder has to an auxiliary reservoir.

. When the engineer on the forward engine recharges pressure into the train pipe such pressure flows through the channel's already indicated .to the upper side of piston 9, moving it to the position shown when pres-- sure from the ehambqf81 (Fig. 4) is released ,through passage 49 and pressure in the brake cylinders is released through thecheck valve .418, and thence by ports and passages 4 1, 4:1, 45, 13, 4:6 and 42. observed that by turning the two rocks 21 and 40, as indicated, the apparatus is converted substantially into a plain triple valve and operates in a manner similar thereto.

I claim:

1. In a fluid pressure brake a paratus, the combination of an engineers brake valve, a train pipe, a reservoir, 'a piston operating a main valve and a graduating valve, and means for converting said reservoir from. an equalizing to an auxiliary reservoir, and vice versa, and for convert' ing said piston and valves from an equalizing discharge apparatus to a triple valve apparatus, and vice versa.

2. In a fluid pressure brake apparatus, the combination of a piston in a chamber, a train pipe communicating with one side of said piston, a reservoir communicating with the other side thereof, means for alternatingthe two pressures from the train pipe and from said reservoir so that each pressure shall be alternately on either slde of said piston, and means for varyingthe pressure on said piston for operating the same so that said piston may at one time serve the purpose of an equalizing d1scharge piston for venting the train pipe to It will be ios the purpose of a triple valve piston for causing application of brakes on an engine.

3. In a fluid pressure brake apparatus, the combination of a piston in a chamber having train pipe pressure'on one side and pressure froin'a reservoir on the other side,

means under control of the engineer for varying the pressure on said piston to operate the same, and means for reversing the pressures on said piston so that the pressure from the train pipe shall be on that side forinerlyl having the pressure from said reservoir, and vice versa.

movement of said piston under a sudden reduction in train pipe pressure for supplying fluid from the main reservoir to the brake cylinder.

5. In a fluid pressure brake apparatus, the combination with a main reservoir, train pipe and brake cylinder, of a piston subject on one side to train pipe pressure, means operated through the movement of the piston in one direction for controlling the train pipe discharge in service applications, and means operatedthrough the movement of the piston in the opposite dimotion for supplying fluid from the main reservoir to the brake cylinder;

6.In a fluid pressure brake apparatus, the combination with a main reservoir, train pipe and brake cylinder, of a piston subject on one side to train pipe pressure, means operated through the movement of the piston in one direction for controlling the train pipe discharge in service applications, and means operated through the movement of the piston in the opposite direction for supplying fluid from the main reservoir to the brake cylinder, and means capable of control by the engineer for varying the pressure 011 said piston, and for supplying fluid to the brake cylinder independently of the movement of said piston.

7. In a fluid pressure brake apparatus,

the combination with a main reservoir, train pipe and brake cylinder, of an equalizing piston and discharge valve for controlling the train pipe discharge in service applications, means for converting said equalizing discharge valve into a triple valve device, and another piston and Valve controlled by pressure from said triple for supplying fluid from the main reservoir to the brake cylinder.

MURRAY CORRINGTON. lVitnesses:

M. LAWSON Dyna, A. S. FOWLER. 

